Fuel-supply regulator for internal-combustion engines



R. E. MATHOT.

FUEL SUPPLY REGULATOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 13, 1919. 1,873,666. 6 I

Patented Apr. 5, 1921.

3 SHEETS-SHEET l.

R. E. IVIATHOT.

FUEL SUPPLY REGULATOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 13, L919.

Patented Apr. 5 1921.

3 SHEETS-SHEET Z.

#6702 ueV R. E. MATHOT. FUEL SUPPLY REGULATOR FOR INTERNAL COMBUSTION ENGINES.

Patented Apr. 5, 1921.

3 SHEETS-SHEET 3- Fig. 3.

APPLICATION FILED MAY13, I919.

IIIL

RODOLPEE EDGABD 11150301, 015 BRUSSELS, BELGIUM.

FUEL-SUPPLY REGULATOR FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Apr. 5, 1921.

Application filed Kay 13, 1919. Serial No. 298,952.

To all whom it may concern: 1

Be it known that L'Rononrrm Eooano, MATHOT, a subject of the King of Belgium, of Brussels, Bel ium, have invented certain new and useful m rovements in Fuel-Supply Regulators for nternal-Combustion Engines, of which the following is a specification.

This invention relates'to improvements in mechanism for regulatin the timing of the fuel supply in liquid fue engines.

y invention consists in an im roved mechanism which affords the possibi ity of timing the fuel supply or injection by moving the fuel-supply pump or pumps around the operating or cam-shaft without changing or effecting the settingof the governor.

The proper angular shifting of sald pump or pumps also answers the requirements of a reversible engine.

The invention is based on the principle that the moment of maximum compression and consequently of maximum temperature in the en ne cylinder is the most favorable for effecting the combustion, and also that the highest velocity of iniection insures the best atomization of the fuel.

It will be seen that the method of governing hereinafter described realizes the above mentioned desiderata and also allows rapid regulation in accordance with the natureof the fuel, while it does not transmit an detrimental reactions to the governor.

The accom anying drawings illustrate a preferred em odiment of the lnvention and in said drawings Figure 1 is a diagrammatic longitudinal section of a fuel-pump and governing device as applied to a horizontal engine.

Fig. 2 1s a cross-section of the same arrangement.

Fig. 3 is a partial sectlon of a of pumps as ap lied for instance to a vertical multicylin er engine.

Fig. 4 is a detail view of a regulating cam or bush shown in Figs. 1 and 3.

In said drawings, C designates the pump barrels carried by a frame or casing D movable around a fixed bushing E w ich may be part of the engine frame and in which the cam shaft G rotates freely. The casing D can turn around said shaft and be ad- 'usted to the required position, for Instance by means of a turn-buckle H as shown in igs. 1 and 2, or by a rack and pinion or the like.

F are spring-loaded plun ers o erated b the cam 1 keyed to the shaf t G. ln Figs. 1 and 2, the cam is of the regular kind with a cyl ndrical boss, while in the case of a multicylinder engine, as in Fig. 3, the cam may be formed of a disk 1 provided with a cam 01' boss' which operates the several pumps successively, and is so mounted on the shaft as to allow the pump or pumps to be located alongside of or in the same plane-as said shaft.

The lungers F are operated through a roller WlllCll, as shown in Figs. 1 and 2, may be carried by a pivoted bracket K to take up the side thrust, or may be guided In an enlarged and suitably slotted part of the barrel as in Fig. 3.

areby-pass or re ulatin -valves operated by the governor lifthroug the recessed cam or bush N against which rollers at the ends of the valve stems are pressed by light coil springs.

The bush N is made in two halves, one of which is provided with the cam or recess, both halves being connected to the governor M through a sleeve N which is rovided with a feather key. The bush is connected to this governor sleeve in such manner as to be readily adjustable and removable by means of bolts and slotted -holes or the like.

0 are the delivery-valves to the working cylinder of the engine, and P are the inletvalves to the pumps, Q, being by-pass valves by which the surplus oil is returned to the reservoir. In Fig. 3 this by-pass Q is provided with a spring-loaded plug R, and the inlet to the pumps takes place either through the by-pass or straight through the adjoining check-valve P when the plug R is forced down.

The operation is as follows Taking one of the pumps, during the first period of the inward stroke of the plunger the regulating-valve L is kept open (see the left-hand portion of Fig. 3) to allow the oil admitted during the suction stroke to return back to the reservoir. As soon as the regulatin -valve L closes, the remaining oil is supplie to the corresponding working cylinder of the engine as shown in Fi 2 and at the right hand of Fig. 3. The amount of oil so supplied thus depends on the duration of opening of said regulatingvalve. The e eration of said valve is under the control 0 the governor M through the bush N, which rotates with the cam-shaft G, so that the roller of valve L moves on the periphery of the bush. It will be understood that the circumferential extent of the cam or recess of the bush N varies from one end to the other, so that as the bush is moved longitudinally by the action of the governor, the time durmg which the valve L remains open will be increased or decreased. Owing to the pressure of its spring, the valve L will close as soon as allowed to drop into the recess of the bush. The valve L is thus not positively operated by the bush N whereby no reactionary efiect is exerted on the governor. Owing also to the trapezoidal, form of the recess in the bush, the valve L will be caused to close earlier or later according to the position imparted to said bush.

The injection to the engine will be thus caused to commence earlier or later according to the load.

The variable quantity supplied to the en'- gine is thus the result of the variable commenoement of the injection, while the termination of said injection is constant and depends upon the end of the stroke of the plunger, that is to say, when the outer por tion of the rise of the cam is acting on the plunger. The injection occurring while the top portion of the cam is operative, maximum velocity will be provided for the atomization of the fuel.

It will be seen that by an angular movement of the casing D carrying the fuel pump or pumps, the timing of the injection period can be varied to suit the grade of fuel, or if needed, to a certain extent the speed of the engine. As the position of the bush N is not altered relatively to the pump cam I, the foregoing adjustment leaves the governing unaltered.

Also by revolving the casing D through the required an le, the timing of the injection period can fie adjusted to suit a reversible engine, as shown in Fig. 3.

In case of multi-cylinder engines also as in Fig. 3, for the purpose of priming the fuel pipes leading to the cylinders, the plug R can be pushed down, compellin the fuel to pass through the check-valve which allows the corresponding pump to be operated by hand.

The governing bush N may be operated as well by hand as by governor.

What I claim as my invention and desire to secure by Letters Patent of the United States is 1. In fuel regulating mechanism for liquid fuel engines, the combination of a fuel injector, means for regulating the supply of fuel to said injector, separate operating devices for said injector and regulating means,

a shaft supporting said devices and a gover-- nor controlling the operation of said regulating means, the injector and regulating means pass valve being connected to turn in unisonfor adjustment about the axis of the operating shaft to vary the periods of actuation of said pump the setting 0 the governor.

3. In fuel regulating mechanism for liquid fuel engines, the combination of a and valve without affecting .7

fuel injector,means for regulating the supply of fuel to said injector, separate operating devices for said injector and regulating means, a shaft supporting said devices and a governor controlling the operation "of said regulating means, the injector and regulating means being connected to turn in unison for adjustment about the axis of said shaft whereby the timing of the fuel supply may be regulated without aifecting the setting of the governor, the range of said circumferential adjusting movement of the injector and regulating means being sufficient to adapt the timing of the fuel supply to the requirements of a reversible on- 4. ln fuel regulating mechanism for liquid fuel engines the combination of a fuel pump, by-pass valve mechanism formed as a unitary part of said pump, an operating shaft, a cam on said shaft for actuatin the pump, a detachable bush also on sai shaft and having a recessed portion adapted to permit non-positive closing of the bypass valve and means adapted to control displacement of said bush relatively to said bypass valve.

5. In a fuel regulating mechanism for liquid fuel engines the combination of a fuel pump, a spring-loaded by-pass valve adapted to regulate the supply of fuel to said pump, an operating shaft, a cam on the latter for actuating the pump, a detachable bush movably mounted on the shaft and having a recessed portion adapted to permit non-positive automatic closing of the bypass valve by its spring, a governor adapted to control displacement of said bush in relation to the valve, said governor receiving no reactionary effects from the closing of the by-pass valve, ,the latter and the pum being adjustable in unison about the axls of the operating shaft whereby the timing of the fuel supply may be regulated without afiecting the setting of the governor.

names 6. In a ruel regulating mechanism for liquid fuel engines the combination of a fuel-pump, a by-pass valve adapted to regulate the su ply of fuel to said pump, an operating s aft, a cam on said shaft for actuating the pump, a cam member movably mounted on said shaft for controlling said by-pass valve and a governor adapted to control the movements of said cam member whereby the valve is caused to close automatically after pressure takes place in the ump and opens after such pressure is reieved, the control of the valve by the cam member being such that no reaction on the governor is produced.

7. In fuel regulating mechanism for liquid fuel engines the combination of a fuelump, a bypass valve adapted to regulate t e sup 1y of fuel to the pump, an operating sha t, separate means on the latter for actuating the pum and valve, a governor adapted to contro the valve actuating means, the pump and valve being adjustable in unison about the axis of the operating shaft, means of communication between the pump and the engine cylinder and means for priming said communication when operating the pump by hand.

8. In fuel regulating mechanism for multi-cylinder liquid fuel engines the combination of a plurality of fuel-pumps, a bypass valve for each pum adapted to regulate the supply of fue to its respective pump, an operating shaft having its axis in a plane containing the axes of the pumps, a single cam on said shaft for successively actuating the pum s, a cam member movably mounted on t e shaft for controlling the by-pass valves and a governor adapted to control said cam-member, the pumps and b -pass valves being adjustable in unison a out the axis of the operating shaft whereby the timing of the fuel supply ma be varied without afi'ecting the setting 0 the governor.

In witness whereof I have signed this specification in the presence of two witnesses.

RODOLPHE EDGARD MATHOT.

Witnesses:

CARL C. FUMRY, F. Y. ZOLARY. 

